Stoker



May 30, 1933. N. M LQWER p -r AL 1,911,837

STOKER Filed Aug. 22, 1930 4 sheets-sheet 1 5l-33:53:: l: l@ ATAF May 30, 1933.

N. M. LOWER ET AL STOKER Filed Aug 22, 1950 www.

4 SheetsSheet 2 May 30, 1933. N. M'. LOWER E-f AL 1,911,837

. STOKER 4 Sheets-Sheet 3 A Filed Aug. 22, 1930 grwenbez/J Patented May 3G, 1933 UNITED v'STATES PATENT orifice NATHAN M. LOWER, 0F BALTIMORE, MARYLAND, AND ANTON K.. K'U'SEBA-UCH AND ALBERT R. CHALKEB, OF PITTSBURGH, EENNSYLVANA, ASSIGNGBJS T0 THE STANDARD STOKER COMPANY, INCORPORATED, O'F NEW YORJL'N. Y., A CORPORA- TION OF DELAWARE s'roKnn p Application filed. August 22, 1930.

This invention relates to stokers wherein I variable speed gear transmission is employed Vfor operating the conveyor mechanism.

A main object of the invention is the provision of new and improved means for operating stoker mechanism whereby the fuel delivery appliances may be operated at a constant speed and the transfer conveyor mechanism at different speeds for supplying fuel'to the irebox to meet the engine requirements under different operating conditions.

Other and further objects and advantages of the invention will appear from the following description taken in connection with the accompanying drawings, in which Fig. 1 is a longitudinal section on the center line of the locomotive, with parts of the stoker broken away and parts in section;

Fig. 2 is a rear elevation of a portion of a locomotive showing the invention in position thereon;

Fig. 3 is a section on line 3-3 of Fig. 2;

Fig. 4 is a section on line 1w-4 of Fig. 7;

Fig. 5 is a longitudinal vertical section of one of the clutch members and the associated gears;

Fig. 6 is a. section on line 6 6 of Fig. 5; Fig. 7 is a section on line 7--7 of Fig. 4; Fig. 8 is a section on line 8--8 of Fig. 7;

Fig. 9 is a section on line 9-9 of Fig. 8;

Fig. 10 is a detail view showing the motor and gear box with parts in section and parts broken way, and showing the parts more or less diagrammatically;

Figs. 11 andv 12 are developed views of the two cam members; and

Fig. 13 is a section on line 13-18 of Fig. 5.

In present railway transportation, locomotives that consume from 3000 to 15000 pounds of fuel per hour, depending on the grade of fuel used, the train tonnage and the grade of the track, are in general use.

This amount of fuel is to great to be manually supplied to the iireboX so the locomotives are provided with mechanical stokers for performing this function. Due to the varying operating conditions which necessitate a variable supply of fuel for producing the proper amount of steam for operating the locomotive, it is necessary that means be provided Serial No. 476,970.

for operating the conveyor mechanism of these stokers at variable speeds to supply the proper amount of -fuel as needed or required.

The .present invention seeks to provide means in the form of a change speed gear mechanism for selectively operating thefuel fuel to the distributing mechanism, and the fuel distributing members or'vanes C that project the fuel into the fireboX.v The elevator or plunger B and the vanes C are operated from the stoker engine 10 through the power shaft 12, worm 13 thereon, and gear 144 in a manner well known in the art, but preferably by the mechanism shown in our copending application, Serial'No. 218,7 97, filed September '10, 1927. Since the details of this mechanism constitute no part of the present invention, it is not thought necessary to further describeor illustrate the same.

It is desirable that means be provided for varying the speed of the fuel transfer conveyor independently of the means for operating the elevator and distributor vanes. In the form of the device selected to illustrate one embodiment of the invention, which is by way of example only, the change speed gear mechanism illustratedV on the drawings, is employed for this purpose, and will now be described.

The engine 10 is detachably attached to one side of the casing 11 and a conveyor Worm wheel casing 15 is removably attached to the opposite side thereof. The gear box, indicated generally by the reference character D, containing the change speed gear mechanism, is detachably secured to the Worm wheel casing 15 as clearly indicated in Figs. l, 2, 7 and 8 of the drawings.

The change speed mechanism within the gear box D comprises three shafts, namely; the gear box drive shaft 17 the idler shaft 2() and the driven shaft 21. The main drive shaft 12 projects into the casing 15 and is adapted to drive the gear box drive shaft 17 through the coupler connection 16. The shaft 17 is journaled in bearings 18 and 19 in the end walls of the gear box, see Fig. 4. The idler shaft 2O is journaled in the bearings 22 and 23 and the driven shaft 21 in the bearings 24 and 25, see Fig. 8. The driven shaft 21 is connected to a worm shaft 26 by a suitable coupling 27 which operates the worm wheel 28 for imparting motion to the fuel conveyor A through a shaft 29 and universal joint 30 and suitable gears at the rear of the conveyor screw in a manner well known in the art.

Each of the three shafts 17, 20 and 21 has a plurality Iof gears mounted thereon. The number of gears on each shaft is determined largely by the number of speed changes desired. In the form of the device shown sixteen speed changes are possible, but only eleven are illustrated by way of illustration. The number of changes may be increased or diminished, if desired, by changing the number of gears, clutches and cam members as will become apparent from the following disclosure.

As shown, the shaft 17 has rotatably mounted thereon the four gears31, 32, 33 and 34; the shaft 20 has keyed thereon the four gears A35, 36, 37, and 38; and the shaft 21 has the four gears 39, 40, 41 and 42 rotatably mounted thereon. These gears are always in mesh, whereby there is no clashing of gears when a shift is made to or from neutral or from one speed to another.

Suitable clutch members are provided for engaging the gears to effect the various speed changes. In the construction disclosed two 4clutch members 44 and 45 are mounted on the drive shaft 17, see Fig. 10, and two clutch members 47 and 48 are mounted on the driven shaft 21. These clutch members are slidably keyed on the shafts and each is provided with an annular row of teeth at each end thereof, spaced from the shaft on which the member is mounted for engaging corresponding teeth 43, 431, 432 and 433 extending laterally from 'the gears 31, 32, 33 and 34, respectively, to

cause said gears to turn with each shaft. The driven shaft 21, as shown, is likewise provided with the two clutch members 47 and 48 slidably but non-rotatably mounted thereon, having teeth at each end thereof for engaging corresponding teeth 46, 461, 462 and 463 exlAssuming that the clutch members are 1n neutral position, if the clutch 44 be shifted to left and then to the right. In other words,

four speed changes are accomplished by shifting the clutch 44 to the left. The same number of speed changes may be accomplished by shifting the clutch member 44 to the right and then shifting the clutches 47 and 48 as before. Eight more speed changes may be obtained by first moving the clutch member 45 to the left and the clutch members 47 and 48 in succession to the left and then to the right and then moving the clutch member 45 to the rightand shifting the clutch members v47 and 48 in succession first to the left and then to the right. I

Suitable means are provided for manually shifting the clutch members for selectively changing the speed ratios of the shafts 17 and 21. In the form of the device selected to illustrate one form of tho invention,

shifter members or shifters 50, 51, 52 and 53.

are employed to shift the clutch members 44, 45, 47 and 48 respectively. rEhe shifters 50 and 52 are controlled by a rotatable cam 54 and the shifters 51 and 53 are controlled by the rotatable cam rlhe cams 54 and 55are keyed to the shaft 59 and are manually operated by a shaft 56 through the bevel gears 57 and 58. The shaft 56 :s adapted to be manually operatedby a crank 110, see Fig. 3,

through the bevel gears 111 and 112 from a position Within the cab. The crank is automatically locked in adjusted position by a spring pressed pin 115 carried by the crank and which is adapted to engage suitable notches 114 in an indicator dial 113 located in convenient reach of the fireman. rEhe number of notches in the indicator is dependent upon the number of speed changes employed.

The faces of the cam members are provided with races for receiving the followers of the shifters for shifting the clutch members when the cam members are rotated. The cam 54 is provided with a pa'r of races or grooves H and E for receiving the followers 60 and 61 of the shifters 50 and 52, respectively, see Fig. 7. The periphery of the cam member is likewise provided with a pair of races F and G for receiving the followers 62 and 63 of the shifters 51 and 53, respectively, see Fig. 12.

Figs. 11 and 12 show a developed view of cams 54 and 55 respectively. Cam 54 adapted to operate clutches 4 4 and 47 through shifters 50 and 52 respectively. Shifter 50 having a follower in race I-I of cam 54 and being fulcrumed, as at 109 (Fig. 7 will im part a lateral motion `to clutch 44, when cam is rotated so that the said followers are not in the neutral position, thus engaging said clutch with either clutch teeth member 43 or 431 of gears 31 or 32 respectively. The main straight portions ofthe grooves or races may, for convenience of description, he termed the neutral portions, and are indicated inFigs. 11 and l2 by the reference characterv N. The offset portions of said racesmay he termed the change speed positions. VThe lateral movement of the Vclutches is vdetermined by the characteristics of the Vrace in the cam.

For the purpose of illustrating and best descrihing our invention, let us assumethat the crank handle 110 is in a neutral position, as shown in Fig. 2, andthe clutches 44, 45, 47 and 48 of Fig. 10 are all in neutral positions. Then the follower 60 of shifter 50 controlling clutch 44 will be in neutral position, at the point l in the race l-l of the cam 54, Fig. 11. Also follower 6i of shifter 52 controlling clutch 47 is in neutral position, say at kthe point X of race E cam 54. In a similar way follower 62 of the shifter 51 controlling clutch may be considered as being in neutral position at the point Y of Vrace E cam 55, Fig. l2. Likewise, follower 63 of the shifter 53 controlling clutch 48 is in neutral position, say at the point Z of the race G of cani 55.

Desiring the lowest speed, which is the one shown on the drawings, the operator rotates the said crank handle 110 to the right to the first notch on the indicator 113. By rotating the crank handle the cams 54 and 5,5 are rotated in a counterclockwise motion (Fig. 11-12) which chanOes the position of two of the clutches, from neutral position to engagement with the gears to im aart motion to the conveyor A. Due to rotation of the cam, follower 62 of shifter 51 is changed from point Y and assumes its position at the point 64 in race F, as shown. The shifter 5l being fulcrumed, as at 109, will cause the clutch 45, which is rotating with the drive shaft 17 to engage with the clutch teeth 433 of the gear 34, which is loose on the drive shaft, thus causing gear 34 to rotate with the drive shaft. The engagement of the 'teeth is easily accomplished since one of the clutch members is in motion. The gear 34 turning with the drive shaft inipartsmotion to the gear 38, which, due to its being keyed to the idler shaft 2O rotates all of the gears 36 and 37 of the idler shaft. These gears in turn cause the loosely mounted gears 39, 40, 41 and 42 on the driven shaft to rotate but they do not turn the driven shaft until enchanged the position of follower 62, causesV thefollower 61 of the shifter 52 controlling clutch 47 to assumethe position as shown at the point 98 in the race E of cam 54. This change in position of the follower 61, causes the shifter 52, which is fulcrumed at the point 99, to shift the clutch 47 to engage withthe loosely mounted but rotating gear 39.l The motion of the gear 39 is transmitted "70 through the clutch 47 to the driven shaft, which revolves the worm 26 and worm wheel 28, thus driving the stolrer conveyor A. The engagement of the clutch 47 with the teeth 46 of gear 39 is easily accomplished as the 575 gear was rotating due to the motion imparted vto it from .gear 34 on the drive shaft. The

follower controlling clutch 44 and follower 63 controlling clutch 48 have moved to the points of race H and 86 of race G13@ cams. The clutches 44 and 45 revolving with the drive shaft always engage with the gears on the drive shaft causing rotation of all the gears on the idler and driven shafts prior to the engagement of the clutches 47 or 48 on the driven shaft. l/Vith this construction,

one of the clutch members is always in motion before the other is engaged. In a like manner, the clutches 47 or 48 on the driven shaft diseng'age prior to the disengagement of clutches 44 or 45 on the drive shaft. This WU construction is illustrated in Figs. 11 and 12. Tt will be noted that the follower 62 enters the offset portion Vof race F from point Y, before follower61`enters the offset portion of race E from point X. f l0 The remaining speed changesV will be briefly indicated.

With followers 62 and 63 in positionsk 65 Vand 87 respectively, and followers 60 and 61W in positions 76 and 99 respectively, then il@ clutch 45, controlled by follower 62, is engaged with clutch teeth 432 of gear 33, keying said gear to shaft 17, while clutch 48, controlled by follower 63 remains in neutral. l

The clutch 44, controlled by follower 60, also H5 remains in the neutral position while the clutch 47, controlled by follower 61, retains its previous position of keying gear 39 to shaft 21. In this manner the train of gears 33, 37, 35 and 39 form the second speed. Third speed-The cams are rotated in the direction of the arrows to bring the followers to the position indicated by numerals 66. 88,77 and 100 in Figs. 11 and l2 for shifting` the clutches to` drive through the 123 gears 34, 38 and 42.

Fourth speed-The followers are in the position 67, 89, 78 and 101 and the driven shaft is operated and 41.

through the gears 33, n

F fr speed-The followers are at the points 68, 90, 79 and 102 and the device operates through the gears 32, 36 and 40.

Sz'tt speed. rIhe followers are at the points 69, 91, 80 and 103 and the drive is through the gears 33, 37, 38 and 42.

Seventh speed-The followers are at the points 70, 92. 81, 104 and the drive is through the gears 32, 36, 37, 41.

Eighth speed-The cam members are turned until the followers are at the points 71, 93, 82 and 105 and the drive is through the gear train 31, 35, 36 and 40.

Nif/ath Waal-The followers are in the positions indicated by the numerals 72, 94, 83 and 106 and the drive is through the gear tra-in 32, 36, 38 and 42.

Tenth Speed-The followers are at the points 73, 95, 84 and 107 and the drive is through the gear train 31, 35, 37 and 41.

Eleventh speed- The cams are further rotated until the followers occupy the positions indicated by the numerals 74, 96, 85 and 108 and the drive is through the gear train 31, 35, 38 and 42. p

From the foregoing description it will be seen that a flexibly controlled variable speed mechanism has been provided for delivering various amounts of fuel from the tender to the Stoker distributing mechanism on the locomotive and that the same may be manually controlled by the operator.

At times during the operation of the stoker, it is desirable to stop the conveyor A independently of the delivery mechanism on the locomotive. By reference to Figs. 11 and 12 it will be apparent that between each change speed position of the followers there are neutral points designated generally by the reference character N so that in changing u from one speed to another the cams 54 and 55 may be stopped in such position that the followers will occupy neutral position in the races. In these positions the clutches are neutral and consequently the conveyor is not operated.

By way of example, one neutral position of the followers is indicated at VJ X Y Z at the lower portion of Figs. 11 and 12.

Due to some of the gears being loosely mounted on the drive shaft and having slidable clutches between the gears, it was necessary to provide means for holding the gears in position and to provide keys over which the clutches could slide. Referring to Fig. 5, the means for` holding the gears in position Vis shown.

The gears 31 and 32 are loosely mounted on the bushings 116 and 117 respectively,

which are pressed on the shaft 17. The shaft 17 is undercut at 118 and 119 to receive the split collars 120 and 121. The split collars are held on the shaft by the non-split annular rings 122 and 123. A set screw 124 holds the ring in position.

Keys 125 are placed in the shaft between the split collars 120 and 121 and are prevented from falling out of position by the set screws 126. The clutch 44 has keyways 127 cut therein to slide over the keys 125 and also to cause the clutch to turn with the shaft. This arrangement holds the gears in position and permits the clutch to engage or disengage with the clutch teeth on either gear.

On the larger gears the clutch teeth were cut in the side of the gear, but this could not be done on the small gears 32, 33 and 34. To provide clutch teeth for the gears 32 and 33, a separate plate 128 having clutch teeth 43 cut in its one side and having lugs 129 on its opposite side to interlock with the space between the gear teeth, as shown in Figs. 5 and 6, was supplied. Set screws 130 held the plate to the gear. The small gear 34 has an enlarged end 131 in which clutch teeth are cut.

From the drawings and description it will appear that the entire gear boX can be removed for inspection or repairs without disturbing the conveyor worm and worm wheel 26 and 28 or the mechanism for driving the elevator B and the shovels C. In a similarway the mechanism for operating the elevator and shovels can be removed without disturbing the conveyor drive or gear box.

It is thought from the foregoing taken in connection with the accompanying drawings that the construction and operation of `our device will be apparent to those skilled in the art, and that various changes in size,

shape, proportion and details of construction may be made without departing from the spirit and scope of the appended claims.

117e claim:

1. In combination, a locomotive having a iirebox, a tender having a fuel bin, a fuel delivery apparatus on the locomotive adapted to feed fuel to the ireboX, a conveyor for transferring fuel from said fuel bin of the tender to said delivery apparatus, a variable speed gear transmission, and a motor for driving said delivery apparatus, said conveyor and said transmission gearing, said gearing arranged to operate said fuel transferring conveyor at different predetermined speeds comprising means whereby the conveyor may be made inoperative during the operation of said delivery apparatus.

2. In a mechanical stoker, the combination of a delivery appliance adapted to be supported on the locomotive and to communicate with an opening in the reboX, a conveyor conduit including a helical screw for carrying fuel from the locomotive tender ery appliance for driving said delivery ap- A pliance, said conveyor and said transmission gearing, a shaft connecting the motor with said multiple progressive speed gear tra-nsmission for imparting motion thereto, said multiple progressive speed gear transmission being arranged to operate said conveyor at different predetermined speeds independently of the speed of said motor and compris ing means whereby the conveyor may be made inoperative during the operation of said delivery appliance, and a manually operated rotatable shaft extending from the gear transmission into the locomtive cab Within reach of the operator, for controlling mechanism within the gear transmission whereby the multiple speeds are regulated.

In testimony whereof we aliix our signatures.

NATHAN M. LOWER. ANTON A K. KUSEBAUCH. ALBERT R., CHALKER.

{JERTFCATE OF CORRECTON.

Patent No. 1,911,837. May 30, 1933.

NATHAN M. LOWER, ET AL.

It is hereby certified that error appears in the printed specification of the axove numbered patent requiring correction as follows: In the heading to the printedl specification, line `6, strike out the application clause and insert insteat "Original Application vtiled October 20, 1927, Serial No. 227,468. Divided and this application filed August 22, 1930. Serial No. 476, 970. and that the said Letters Patent should be read with this correction therein that the same may conform to the record of the case in the Patent Office.

Signed and sealed this 8th day of August, A. D. 1933.

M. J. Moore.

(Seat) Acting Commissioner of Patents. 

